Road Explained

A road is a thoroughfare, route, or way on land between two places that has been paved or otherwise improved to allow travel by foot or some form of conveyance, including a motor vehicle, cart, bicycle, or horse.

Roads consist of one or two roadways (British English: carriageways), each with one or more lanes and any associated sidewalks (British English: pavement) and road verges. There is sometimes a bike path. Other names for roads include parkways, avenues, freeways, tollways, interstates, highways, or primary, secondary, and tertiary local roads.

Definitions

Historically many roads were simply recognizable routes without any formal construction or maintenance.

The Organisation for Economic Co-operation and Development (OECD) defines a road as "a line of communication (travelled way) using a stabilized base other than rails or air strips open to public traffic, primarily for the use of road motor vehicles running on their own wheels", which includes "bridges, tunnels, supporting structures, junctions, crossings, interchanges, and toll roads, but not cycle paths".[1]

The Eurostat, ITF and UNECEGlossary for Transport Statistics Illustrated defines a road as a "Line of communication (travelled way) open to public traffic, primarily for the use of road motor vehicles, using a stabilized base other than rails or air strips. [...] Included are paved roads and other roads with a stabilized base, e.g. gravel roads. Roads also cover streets, bridges, tunnels, supporting structures, junctions, crossings and interchanges. Toll roads are also included. Excluded are dedicated cycle lanes."[2]

In urban areas roads may diverge through a city or village and be named as streets, serving a dual function as urban space easement and route.[4] Modern roads are normally smoothed, paved, or otherwise prepared to allow easy travel.[5]

Australia

See also: Highways in Australia. Part 2, Division 1, clauses 11-13 of the National Transport Commission Road Transport Legislation 2006 defines a road in Australia as 'an area that is open to or used by the public and is developed for, or has as one of its main uses, the driving or riding of motor vehicles.'[6]

Further, it defines a shoulder (typical an area of the road outside the edge line, or the kerb) and a road-related area which includes green areas separating roads, areas designated for cyclists and areas generally accessible to the public for driving, riding or parking vehicles.

New Zealand

In New Zealand, the definition of a road is broad in common law[7] where the statutory definition includes areas the public has access to, by right or not.[8] Beaches, publicly accessible car parks and yards (even if privately owned), river beds, road shoulders (verges), wharves and bridges are included.[9] However, the definition of a road for insurance purposes may be restricted to reduce risk.

The definition of a road depends on the definition of a highway; there is no formal definition for a highway in the relevant Act. A 1984 ruling said "the land over which a public right of way exists is known as a highway; and although most highways have been made up into roads, and most easements of way exist over footpaths, the presence or absence of a made road has nothing to do with the distinction.[13][14] Another legal view is that while a highway historically included footpaths, bridleways, driftways, etc., it can now be used to mean those ways that allow the movement of motor vehicles, and the term rights of way can be used to cover the wider usage.[15]

United States

In the United States, laws distinguish between public roads, which are open to public use, and private roads, which are privately controlled.[16]

Maintenance is becoming an increasing problem in the United States. Between 1997 and 2018, the percentage of existing roads that are too bumpy to drive on compared to roads with decent surfaces increased from 10 to 21 percent.[17]

History

See main article: History of road transport. The assertion that the first pathways were the trails made by animals has not been universally accepted; in many cases animals do not follow constant paths.[18] Some believe that some roads originated from following animal trails.[19][20] The Icknield Way may examplify this type of road origination, where human and animal both selected the same natural line.[21] By about 10,000 BC human travelers used rough roads/pathways.[18]

The world's oldest known paved road was constructed in Egypt some time between 2600 and 2200 BC.[22]

Stone- paved streets appear in the city of Ur in the Middle East dating back to 4000 BC.[18]

The Sweet Track, a timber track causeway in England, is one of the oldest engineered roads discovered and the oldest timber trackway discovered in Northern Europe. Built in winter 3807 BC or spring 3806 BC, (tree-ring dating – dendrochronology – enabled very precise dating). It was claimed to be the oldest road in the world[23] until the 2009 discovery of a 6,000-year-old trackway in Plumstead, London.[24][25]

In ancient times, transport by river was far easier and faster than transport by road, especially considering the cost of road construction and the difference in carrying capacity between carts and river barges. A hybrid of road transport and ship transport beginning in about 1740 is the horse-drawn boat in which the horse follows a cleared path along the river bank.[29][30]

From about 312 BC, the Roman Empire built straight strong stone Roman roads throughout Europe and North Africa, in support of its military campaigns. At its peak the Roman Empire was connected by 29 major roads moving out from Rome and covering 78,000 kilometers or 52,964 Roman miles of paved roads.[31]

In the 8th century AD, many roads were built throughout the Arab Empire. The most sophisticated roads were those in Baghdad, which were paved with tar. Tar was derived from petroleum, accessed from oil fields in the region, through the chemical process of destructive distillation.[32]

The Highways Act 1555 in Britain transferred responsibility for maintaining roads from government to local parishes.[31] This resulted in a poor and variable state of roads. To remedy this, the first of the turnpike trusts was established around 1706, to build good roads and collect tolls from passing vehicles. Eventually there were approximately 1,100 trusts in Britain and some 36,800 km (22,870 miles) of engineered roads.[31] The Rebecca Riots in Carmarthenshire and Rhayader from 1839 to 1844 contributed to a Royal Commission that led to the demise of the system in 1844,[33] which coincided with the development of the UK railway system.

In the late-19th century roading engineers began to cater for cyclists by building separate lanes alongside roadways.

Camber (or crown): The slope of the road surface downwards away from the centre of the road, so that surface water can flow freely to the edge of the carriageway, or on bends angling of the surface to lean traffic 'into the bend' reducing the chance of a skid.

Part of the road intended for the movement of road motor vehicles; the parts of the road which form a shoulder for the lower or upper layers of the road surface are not part of the roadway, nor are those parts of the road intended for the circulation of road vehicles which are not self-propelled or for the parking of vehicles.[2]

Road surface composed of a thin layer of crushed stone 'chips' and asphalt emulsion. It seals the surface and protects it from weather, but provides no structural strength. It is cheaper than asphalt concrete or concrete. In the United States, it is usually only used on low volume rural roads

Independent road or part of a road designated for cycles and sign-posted as such. A cycle track is separated from other roads or other parts of the same road by structural means. Mopeds may also be allowed to use the cycle track.[2]

One of the longitudinal strips into which a carriageway is divisible, whether or not defined by longitudinal road markings, which is wide enough for one moving line of motor vehicles other than motorcycles.[2]

Layby (Pullout, pull-off): A paved area beside a main road where cars can stop temporarily to let another car pass.

(Europe) (Freeways in the US, Special road in the UK) Road, specially designed and built for motor traffic, which does not serve properties bordering on it, with separate carriageways for traffic in two directions, with no crossings at the same level (road, railway, tramway track, or footpath) and sign-posted as a motorway and is reserved for specific categories of road motor vehicles.[2]

A much safer design with a corner refuge island, a setback crossing of the pedestrians and cyclists, generally between 1.5–7 metres of setback, a forward stop bar, which allows cyclists to stop for a traffic light well ahead of motor traffic who must stop behind the crosswalk. Separate signal staging or at least an advance green for cyclists and pedestrians is used to give cyclists and pedestrians no conflicts or a head start over traffic. The design makes a right turn on red, and sometimes left on red depending on the geometry of the intersection in question, possible in many cases, often without stopping.[34]

Protected Bicycle Path

Cyclists ideally have a protected bike lane on separated by a concrete median with splay kerbs if possible, and have a protected bike lane width of at least 2 metres if possible (one way). In the Netherlands, most one-way cycle paths are at least 2.5 metres wide.[35]

Deviations from a true planar pavement surface, which affects vehicle suspension deflection, dynamic loading, ride quality, surface drainage and winter operations. Roughness have wavelengths ranging from 500 mm up to some 40 m. The upper limit may be as high as 350 m when considering motion sickness aspects; motion sickness is generated by motion with down to 0.1 Hz frequency; in an ambulance car driving 35 m/s (126 km/h), waves with up to 350 m will excite motion sickness.

A road junction where typically three or more roads are joined by a circular section of road. Traffic 'on the roundabout' has priority over traffic on approach roads, unless indicated otherwise. In countries where traffic drives on the left the roundabout is travelled in a clockwise direction. Also known as an island in parts of the UK.

Segregated Bicycle Path

Cyclists ideally have a protected bike lane on separated by a concrete median with splay kerbs if possible, and have a protected bike lane width of at least 2 metres if possible (one way). In the Netherlands, most one-way cycle paths are at least 2.5 metres wide.[35]

Shoulder (also hard shoulder): A clear, level area to the side of the roadway available for stopping if needed.

Set of strategies used by urban planners and traffic engineers to slow down or reduce motor vehicle traffic, thereby improving safety for pedestrians and bicyclists and improving the environment for residents

(UK) A small raised area used to help define the traffic flow, which may also act as a refuge for pedestrians crossing the carriageway or a location for signs, barriers or lights – a synonym for roundabout in some parts of the UK

Also known as a traffic signal, stop light, stop-and-go lights – a signaling device at a road intersection, pedestrian crossing, or other location that assigns right of way to different approaches to an intersection

Zebra crossing (UK): A pedestrian crossing marked by black and white stripes on the carriageway

Construction

"Roadbed" (from the 'related terms' Bed (geology) & streambed), as well as the term "Road building" redirects here.

See also: Macadam and Track bed. Road construction requires the creation of an engineered continuous right-of-way or roadbed, overcoming geographic obstacles and having grades low enough to permit vehicle or foot travel,[37] and may be required to meet standards set by law[38] or official guidelines.[39] The process is often begun with the removal of earth and rock by digging or blasting, construction of embankments, bridges and tunnels, and removal of vegetation (this may involve deforestation) and followed by the laying of pavement material. A variety of road building equipment is employed in road building.[40][41]

Roads are designed and built for primary use by vehicular and pedestrian traffic. Storm drainage and environmental considerations are a major concern. Erosion and sediment controls are constructed to prevent detrimental effects. Drainage lines are laid with sealed joints in the road easement with runoff coefficients and characteristics adequate for the land zoning and storm water system. Drainage systems must be capable of carrying the ultimate design flow from the upstream catchment with approval for the outfall from the appropriate authority to a watercourse, creek, river or the sea for drainage discharge.[39]

A borrow pit (source for obtaining fill, gravel, and rock) and a water source should be located near or in reasonable distance to the road construction site. Approval from local authorities may be required to draw water or for working (crushing and screening) of materials for construction needs. The topsoil and vegetation is removed from the borrow pit and stockpiled for subsequent rehabilitation of the extraction area. Side slopes in the excavation area not steeper than one vertical to two horizontal for safety reasons.[39]

Old road surfaces, fences, and buildings may need to be removed before construction can begin. Trees in the road construction area may be marked for retention. These protected trees should not have the topsoil within the area of the tree's drip line removed and the area should be kept clear of construction material and equipment. Compensation or replacement may be required if a protected tree is damaged. Much of the vegetation may be mulched and put aside for use during reinstatement. The topsoil is usually stripped and stockpiled nearby for rehabilitation of newly constructed embankments along the road. Stumps and roots are removed and holes filled as required before the earthwork begins. Final rehabilitation after road construction is completed will include seeding, planting, watering and other activities to reinstate the area to be consistent with the untouched surrounding areas.[39]

Processes during earthwork include excavation, removal of material to spoil, filling, compacting, construction and trimming. If rock or other unsuitable material is discovered it is removed, moisture content is managed and replaced with standard fill compacted to meet the design requirements (generally 90–95% relative compaction). Blasting is not frequently used to excavate the roadbed as the intact rock structure forms an ideal road base. When a depression must be filled to come up to the road grade the native bed is compacted after the topsoil has been removed. The fill is made by the "compacted layer method" where a layer of fill is spread then compacted to specifications, under saturated conditions. The process is repeated until the desired grade is reached.[39]

General fill material should be free of organics, meet minimum California bearing ratio (CBR) results and have a low plasticity index. The lower fill generally comprises sand or a sand-rich mixture with fine gravel, which acts as an inhibitor to the growth of plants or other vegetable matter. The compacted fill also serves as lower-stratum drainage. Select second fill (sieved) should be composed of gravel, decomposed rock or broken rock below a specified particle size and be free of large lumps of clay. Sand clay fill may also be used. The roadbed must be "proof rolled" after each layer of fill is compacted. If a roller passes over an area without creating visible deformation or spring the section is deemed to comply.[39]

Geosynthetics such as geotextiles, geogrids and geocells are frequently used in the various pavement layers to improve road quality. These materials and methods are used in low-traffic private roadways as well as public roads and highways.[43] Geosynthetics perform four main functions in roads: separation, reinforcement, filtration and drainage; which increase the pavement performance, reduce construction costs and decrease maintenance.[44]

According to a May 2009 report by the American Association of State Highway and Transportation Officials (AASHTO) and TRIP – a national transportation research organization – driving on rough roads costs the average American motorist approximately $400 a year in extra vehicle operating costs. Drivers living in urban areas with populations more than 250,000 are paying upwards of $750 more annually because of accelerated vehicle deterioration, increased maintenance, additional fuel consumption, and tire wear caused by poor road conditions.

When a single carriageway road is converted into dual carriageway by building a second separate carriageway alongside the first, it is usually referred to as duplication,[45]twinning or doubling. The original carriageway is changed from two-way to become one-way, while the new carriageway is one-way in the opposite direction. In the same way as converting railway lines from single track to double track, the new carriageway is not always constructed directly alongside the existing carriageway.

Maintenance

See also: Roadworks. Like all structures, roads deteriorate over time. Deterioration is primarily due to accumulated damage from vehicles, however environmental effects such as frost heaves, thermal cracking and oxidation often contribute.[46] According to a series of experiments carried out in the late 1950s, called the AASHO Road Test, it was empirically determined that the effective damage done to the road is roughly proportional to the Fourth power of axle weight.[47] A typical tractor-trailer weighing 80,000 pounds (36.287 t) with 8,000 pounds (3.629 t) on the steer axle and 36,000 pounds (16.329 t) on both of the tandem axle groups is expected to do 7,800 times more damage than a passenger vehicle with 2,000 pounds (0.907 t) on each axle. Potholes on roads are caused by rain damage and vehicle braking or related construction works.

Pavements are designed for an expected service life or design life. In some parts of the United Kingdom the standard design life is 40 years for new bitumen and concrete pavement. Maintenance is considered in the whole life cost of the road with service at 10, 20 and 30 year milestones.[48] Roads can be and are designed for a variety of lives (8-, 15-, 30-, and 60-year designs). When pavement lasts longer than its intended life, it may have been overbuilt, and the original costs may have been too high. When a pavement fails before its intended design life, the owner may have excessive repair and rehabilitation costs. Some asphalt pavements are designed as perpetual pavements with an expected structural life in excess of 50 years.[49]

Many asphalt pavements built over 35 years ago, despite not being specifically designed as a perpetual pavement, have remained in good condition long past their design life.[50] Many concrete pavements built since the 1950s have significantly outlived their intended design lives.[51] Some roads like Chicago, Illinois's "Wacker Drive", a major two-level viaduct in the downtown area, are being rebuilt with a designed service life of 100 years.[52]

Virtually all roads require some form of maintenance before they come to the end of their service life. Pro-active agencies use pavement management techniques to continually monitor road conditions and schedule preventive maintenance treatments as needed to prolong the lifespan of their roads. Technically advanced agencies monitor the road network surface condition with sophisticated equipment such as laser/inertial Profilometers. These measurements include road curvature, cross slope, asperity, roughness, rutting and texture. Software algorithms use this data to recommend maintenance or new construction.

Maintenance treatments for asphalt concrete generally include thin asphalt overlays, crack sealing, surface rejuvenating, fog sealingfo, micro milling or diamond grinding and surface treatments. Thin surfacing preserves, protects and improves the functional condition of the road while reducing the need for routing maintenance, leading to extended service life without increasing structural capacity.[53]

Older concrete pavements that develop faults can be repaired with a dowel bar retrofit, in which slots are cut in the pavement at each joint, and dowel bars are placed in the slots, which are then filled with concrete patching material. This can extend the life of the concrete pavement for 15 years.[54]

Failure to maintain roads properly can create significant costs to society, in a 2009 report released by the American Association of State Highway and Transportation Officials (US) about 50% of the roads in the US are in bad condition with urban areas worse. The report estimates that urban drivers pay an average of $746/year on vehicle repairs while the average US motorist pays about $335/year. In contrast, the average motorist pays about $171/year in road maintenance taxes (based on 600 gallons/year and $0.285/gallon tax).

Slab stabilization

Distress and serviceability loss on concrete roads can be caused by loss of support due to voids beneath the concrete pavement slabs. The voids usually occur near cracks or joints due to surface water infiltration. The most common causes of voids are pumping, consolidation, subgrade failure and bridge approach failure. Slab stabilization is a non-destructive method of solving this problem and is usually employed with other Concrete Pavement Restoration (CPR) methods including patching and diamond grinding. The technique restores support to concrete slabs by filing small voids that develop underneath the concrete slab at joints, cracks or the pavement edge.

The process consists of pumping a cementitious grout or polyurethane mixture through holes drilled through the slab. The grout can fill small voids beneath the slab and/or sub-base. The grout also displaces free water and helps keep water from saturating and weakening support under the joints and slab edge after stabilization is complete. The three steps for this method after finding the voids are locating and drilling holes, grout injection and post-testing the stabilized slabs.

Slab stabilization does not correct depressions, increase the design structural capacity, stop erosion or eliminate faulting. It does, however, restore the slab support, therefore, decreasing deflections under the load. Stabilization should only be performed at joints and cracks where loss of support exists. Visual inspection is the simplest manner to find voids. Signs that repair is needed are transverse joint faulting, corner breaks and shoulder drop off and lines at or near joints and cracks. Deflection testing is another common procedure utilized to locate voids. It is recommended to do this testing at night as during cooler temperatures, joints open, aggregate interlock diminishes and load deflections are at their highest.

Testing

Ground penetrating radar pulses electromagnetic waves into the pavement and measures and graphically displays the reflected signal. This can reveal voids and other defects.

The epoxy/core test, detects voids by visual and mechanical methods. It consists of drilling a 25 to 50 millimeter hole through the pavement into the sub-base with a dry-bit roto-hammer. Next, a two-part epoxy is poured into the hole – dyed for visual clarity. Once the epoxy hardens, technicians drill through the hole. If a void is present, the epoxy will stick to the core and provide physical evidence.

Common stabilization materials include pozzolan-cement grout and polyurethane. The requirements for slab stabilization are strength and the ability to flow into or expand to fill small voids. Colloidal mixing equipment is necessary to use the pozzolan-cement grouts. The contractor must place the grout using a positive-displacement injection pump or a non-pulsing progressive cavity pump. A drill is also necessary but it must produce a clean hole with no surface spalling or breakouts. The injection devices must include a grout packer capable of sealing the hole. The injection device must also have a return hose or a fast-control reverse switch, in case workers detect slab movement on the uplift gauge. The uplift beam helps to monitor the slab deflection and has to have sensitive dial gauges.[55][56]

Joint sealing

Also called joint and crack repair, this method's purpose is to minimize infiltration of surface water and incompressible material into the joint system. Joint sealants are also used to reduce dowel bar corrosion in Concrete Pavement Restoration (CPR) techniques. Successful resealing consists of old sealant removal, shaping and cleaning the reservoir, installing the backer rod and installing the sealant. Sawing, manual removal, plowing and cutting are methods used to remove the old sealant. Saws are used to shape the reservoir. When cleaning the reservoir, no dust, dirt or traces of old sealant should remain. Thus, it is recommended to water wash, sand-blast and then air blow to remove any sand, dirt or dust. The backer rod installation requires a double-wheeled, steel roller to insert the rod to the desired depth. After inserting the backer rod, the sealant is placed into the joint. There are various materials to choose for this method including hot pour bituminous liquid, silicone and preformed compression seals.[57][58][59]

Safety considerations

See also: Road traffic safety. Careful design and construction of roads can increase road traffic safety and reduce the harm (deaths, injuries, and property damage) on the highway system from traffic collisions.

Lane markers in some countries and states are marked with Cat's eyes or Botts dots, (bright reflectors that do not fade like paint). Botts dots are not used where it is icy in the winter, because frost and snowplows can break the glue that holds them to the road, although they can be embedded in short, shallow trenches carved in the roadway, as is done in the mountainous regions of California.

The placement of energy attenuation devices (e.g. guardrails, wide grassy areas, sand barrels) is also common. Some road fixtures such as road signs and fire hydrants are designed to collapse on impact. Light poles are designed to break at the base rather than violently stop a car that hits them. Highway authorities may also remove larger trees from the immediate vicinity of the road. During heavy rains, if the elevation of the road surface isn't higher than the surrounding landscape, it may result in flooding.[60]

Speed limits can improve road traffic safety and reduce the number of road traffic casualties from traffic collisions. In their World report on road traffic injury prevention report, the World Health Organization (WHO) identify speed control as one of various interventions likely to contribute to a reduction in road casualties.

Road conditions

Road conditions are the collection of factors describing the ease of driving on a particular stretch of road, or on the roads of a particular locality, including the quality of the pavement surface, potholes, road markings, and weather. It has been reported that "[p]roblems of transportation participants and road conditions are the main factors that lead to road traffic accidents".[61] It has further been specifically noted that "weather conditions and road conditions are interlinked as weather conditions affect the road conditions".[62] Specific aspects of road conditions can be of particular importance for particular purposes. For example, for autonomous vehicles such as self-driving cars, significant road conditions can include "shadowing and lighting changes, road surface texture changes, and road markings consisting of circular reflectors, dashed lines, and solid lines".[63]

Various government agencies and private entities, including local news services, track and report on road conditions to the public so that drivers going through a particular area can be aware of hazards that may exist in that area. News agencies, in turn, rely on tips from area residents with respect to certain aspects of road conditions in their coverage area.[64]

De-icing chemicals and sand can run off into roadsides, contaminate groundwater and pollute surface waters;[68] and road salts can be toxic to sensitive plants and animals.[69] Sand applied to icy roads can be ground up by traffic into fine particulates and contribute to air pollution.

Roads are a chief source of noise pollution. In the early 1970s, it was recognized that design of roads can be conducted to influence and minimize noise generation.[70]Noise barriers can reduce noise pollution near built-up areas. Regulations can restrict the use of engine braking.

Motor vehicle emissions contribute air pollution. Concentrations of air pollutants and adverse respiratory health effects are greater near the road than at some distance away from the road.[71]Road dust kicked up by vehicles may trigger allergic reactions.[72] In addition, on-road transportation greenhouse gas emissions are the largest single cause of climate change, scientists say.[73]

Regulation

Right- and left-hand traffic

See main article: Right- and left-hand traffic. Traffic flows on the right or on the left side of the road depending on the country.[74] In countries where traffic flows on the right, traffic signs are mostly on the right side of the road, roundabouts and traffic circles go counter-clockwise/anti-clockwise, and pedestrians crossing a two-way road should watch out for traffic from the left first.[75] In countries where traffic flows on the left, the reverse is true.

About 33% of the world by population drive on the left, and 67% keep right. By road distances, about 28% drive on the left, and 72% on the right,[76] even though originally most traffic drove on the left worldwide.[77]

Economics

See main article: Transport economics. Transport economics is used to understand both the relationship between the transport system and the wider economy and the complex network effects when there are multiple paths and competing modes for both personal and freight (road/rail/air/ferry) and where Induced demand can result in increased on decreased transport levels when road provision is increased by building new roads or decreased (for example California State Route 480). Roads are generally built and maintained by the public sector using taxation although implementation may be through privatecontractors).[78][79] or occasionally using road tolls.[80]

Public-private partnerships are a way for communities to address the rising cost by injecting private funds into the infrastructure. There are four main ones:[81]

design/build

design/build/operate/maintain

design/build/finance/operate

build/own/operate

Society depends heavily on efficient roads. In the European Union (EU) 44% of all goods are moved by trucks over roads and 85% of all people are transported by cars, buses or coaches on roads.[82] The term was also commonly used to refer to roadsteads, waterways that lent themselves to use by shipping.

Construction costs

According to the New York State Thruway Authority,[83] some sample per-mile costs to construct multi-lane roads in several US northeastern states were:

Connecticut Turnpike – $3,449,000 per mile

New Jersey Turnpike – $2,200,000 per mile

Pennsylvania Turnpike (Delaware Extension) – $1,970,000 per mile

Northern Indiana Toll Road – $1,790,000 per mile

Garden State Parkway – $1,720,000 per mile

Massachusetts Turnpike – $1,600,000 per mile

Thruway, New York to Pennsylvania Line – $1,547,000 per mile

Ohio Turnpike – $1,352,000 per mile

Pennsylvania Turnpike (early construction) – $736,000 per mile

Statistics

The United States has the largest network of roads of any country with as of 2009.[84] The Republic of India has the second largest road system in the world with 4,689,842 kilometres (2,914,133 mi) of road (2013).[85] The People's Republic of China is third with of road (2007). The Federative Republic of Brazil has the fourth largest road system in the world with (2002). See List of countries by road network size. When looking only at expressways the National Trunk Highway System (NTHS) in China has a total length of at the end of 2006, and 60,300 km at the end of 2008, second only to the United States with in 2005. However, as of 2017 China has 130,000 km of Expressways.[86][87]

Many populated domestic islands are connected to the mainland by bridges. A very long example is the Overseas Highway connecting many of the Florida Keys with the continental United States.

Even on mainlands, some settlements have no roads connecting with the primary continental network, due to natural obstacles like mountains or wetlands, remoteness, or general expense. Unpaved roads or lack of roads are more common in developing countries, and these can become impassible in wet conditions. As of 2014, only 43% of rural Africans have access to an all-season road.[88] Due to steepness, mud, snow, or fords, roads can sometimes be passable only to four-wheel drive vehicles, those with snow chains or snow tires, or those capable of deep wading or amphibious operation.

Cities on the mainland of continents which do not have road access include:

Most disconnected settlements have local road networks connecting ports, buildings, and other points of interest.

Where demand for travel by road vehicle to a disconnected island or mainland settlement is high, roll-on/roll-off ferries are commonly available if the journey is relatively short. For long-distance trips, passengers usually travel by air and rent a car upon arrival. If facilities are available, vehicles and cargo can also be shipped to many disconnected settlements by boat, or air transport at much greater expense. The island of Great Britain is connected to the European road network by Eurotunnel Shuttle – an example of a car shuttle train which is a service used in other parts of Europe to travel under mountains and over wetlands.

In polar areas, disconnected settlements are often more easily reached by snowmobile or dogsled in cold weather, which can produce sea ice that blocks ports, and bad weather that prevents flying. For example, resupply aircraft are only flown to Amundsen–Scott South Pole Station October to February, and many residents of coastal Alaska have bulk cargo shipped in only during the warmer months. Permanent darkness during the winter can also make long-distance travel more dangerous in polar areas. Continental road networks do reach into these areas, such as the Dalton Highway to the North Slope of Alaska, the R21 highway to Murmansk in Russia, and many roads in Scandinavia (though due to fjords water transport is sometimes faster). Large areas of Alaska, Canada, Greenland, and Siberia are sparsely connected. For example, all 25 communities of Nunavut are disconnected from each other and the main North American road network.[89]

Road transport of people and cargo by may also be obstructed by border controls and travel restrictions. For example, travel from other parts of Asia to South Korea would require passage through the hostile country of North Korea. Moving between most countries in Africa and Eurasia would require passing through Egypt and Israel, which is a politically sensitive area.

Some places are intentionally car-free, and roads (if present) might be used by bicycles or pedestrians.

Web site: The road user and the law. Most of the provisions apply on all roads throughout Great Britain, although there are some exceptions..

Reference listed says 1984, This description is used in several rules going back to at least 1975, The law of real property; Stevens, 1975; Authors – Robert Megarry, Sir Robert Edgar Megarry, Sir William Wade

Web site: Judgment – Director of Public Prosecutions v. Jones and Another (On Appeal from a Divisional Court of the Queen's Bench Division). The land over which a public right of way exists is known as a highway; and although most highways have been made up into roads, and most easements of way exist over footpaths, the presence or absence of a made road has nothing to do with the distinction. There may be a highway over a footpath, while a well-made road may be subject only to an easement of way, or may exist only for the landowner's benefit and be subject to no easement at all. dead. https://web.archive.org/web/20100403093123/http://www.hrothgar.co.uk/WebCases/hol/reports/07/44.htm. 2010-04-03.

Web site: Local government law – Highway law . Historically, a highway comprehended any path in which members of the public had the right to pass and re-pass without let or hindrance. The term embraced footpaths, bridleways, driftways and so forth. The advent of the motor vehicle and its peculiar requirements has seen increasing distinctions between paths over which walkers and riders have a right of way and those ways that are predominantly used by motor vehicles. The former may be usefully termed "rights of way" (and are the subject of a separate entry in this web) and the latter may be termed "highways.".

Web site: road. The Free Dictionary. ROAD. A passage through the country for the use of the people. 3 Yeates, 421. 2. Roads are public or private. Public roads are laid out by public authority, or dedicated by individuals to public use. The public has the use of such roads, but the owner of the land over which they are made and the owners of land bounded on the highway, have, prima facie, a fee in such highway, ad medium filum viae, subject to the easement in favor of the public... Private roads are, such as are used for private individuals only and are not wanted for the public generally. .

"Practical guidelines for CPR of Urban Roads: A compelling need for preserving city concrete streets led to the development of a methodology for scoping repairs and the undertaking of a comprehensive concrete pavement repair program in Grand Rapids, Michigan". June 2005. Better Roads.

How States Preserve Concrete Pavements: CPR pays off in extra pavement life. Better Roads. August 2005.

CPR brings dying pavement back to life: Georgia continues to be the leader in concrete pavement restoration, but as the word spreads other states are beginning to use this system to restore deteriorating pavements. April 1997, Roads & Bridges Magazine